Compound engine.



No. 756,613. 'i PATBNTED- APR. 5, 1904,

` G'.J.MBLLIN.

GOMPOUND ENGINE.

l APPLICATION FILED JUNE 14, 1902. N0 MODEL. 2 SHEETS-SHEET 1.

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PATENTED APR. 5, 1904.'

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c. J. MELLINT ooMPoUND ENGINE.

APPLICATION FILED JUNE 14, 1902.

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UNiTnp STAT-ns Patented April 5, 1904.

PATENT OFFICE.

COMPOUND ENGINE.

SECIFICATION forming part of Letters Patent No. 756,673, dated April 5, 1904.

Application filed June 14, 1902. Serial No. 111,692- (No model.)

To all w/wm/ t may concern:

Be it known that I, CARL J. MELLIN, a citi- Zen of the United States of America, and a resident of Richmond, county oi' Henrico, and State of Virginia, have invented certain new and useful Improvements in Compound Engines, of which the following is a specification.

My invention consists of an improved application of an admission and reducing valve i' to a compound or multiple-expansion engine for controlling the use of high-pressure steam in the low-pressure cylinder without regard to resistance of pressure in the high-pressure cylinder backing up against the piston.

The reducing-valve is adjusted to shut oif live steam at a predetermined pressure slightly below the minimum receiver-pressure and keep it closed in working' compound, but still give steam enough for ordinarystarting when there is no receiver-pressure, and the construction is such that for harder Work or in emergencies the balancing properties can be changed at will by letting pressure of live steam into or behind a part of the valve to increase the admission of live steam, whereby a considerably higher pressure on the lowpressure piston can be obtained competent for working without exhausting the high-pressure cylinder. As no intercepting-valve is used, of course the pressure backs up behind the high-pressure piston and reduces its power; but the larger low-pressure piston area gives more power than is lost on the high-pressure piston.

If desired, my improved reducing-valve can alsobe used with an intercepting-valve; but its purpose is mainly to provide a simple reducing-valve mechanism without the complication ot' the intercepting-valve.

In the accompanying drawings, forming part of the speciiication of my invention, Figure l is a central longitudinal section of my improved valve attached to the receiver between the high and low pressure cylinders, a part only of said receiver being shown. Fig. 2 is a similar section with a slight modification and showing an auxiliary three-way valve for independent control of the reducing-valve. Fig. 2 is a similar section of part of the valve of Fig. 2, showing the reverse position of the reducing-valve. Figs. 3, 4, and 5 represent similar sections showing some modiiications. Fig. 6 is a detail in transverse section showing the application of the valve to a threecylinder compound engine comprising one high-pressure and two low-pressure cylinders. Fig. 7 is a detail in horizontal section in further illustration of the application to a threecylinder compound engine. Fig. 8 is a vertical longitudinal section showing the application oi' the valve to a tandem compound engine.

The broken shell a represents parts of the casing of the receiver e between the high and low pressure cylinders of a compound engine, which may be of any well-known construction and need not be more particularly described.

and c represent the differentially-bored parts of the reducing-valve case connected to the receivercasing a by the cover d.

f is a cover to the outer end of the reducing-valve casing. of the inner end oi said casing.

L is thelive-steam inlet, normally open from the boiler to the reducing-valve.

e' is the inlet ior live steam from the reducing-valve to the low-pressure cylinder, and j is the said reducing-valve. It opens admisg is a dash-pot extension sion-port a' when the shoulder le, impelled by the pressure of the'steam on it, reaches said inlet-port, the area of said shoulder being such that pressure in the receiver slightly' below minimum will shut oil live steam, such pressure being suiiicient for starting ordinarily. For admitting higher live-steam pressure to the low-pressure cylinder in an emergency than can be admitted by the normal operation of the reducingvalve I provide auxiliary means of controlling the admission-valve independently of the normal action of the steam on said valve by live steam admitted to act on the reducing-valve from a three-way cock 22 in the cab, which may be done in various ways. dIn this example the valve is bored at Z from the upper end and fitted with a stationary piston m, supported by the cover f, and said piston has asmall steam-passage n bored through it, with a steampipe o from said three-way cock in the cab connected, by which steam may be turned on at the will of the en- IOO gineer as an auxiliary means for further opening the admission-valve to increase the admission of live steam intothe low-pressure cylinder for greater power in an emergency and may be exhausted from behind said stationary piston for restoring normal conditions. At p is a vent to the space behind the reducing-valve, said space being a dashpot for cushioning the valve in that direction, or it may, by the application thereto o1' the pipe 0 from the three-way cock ofthe cab instead of its application to the piston,l as shown, be the cylinder for application o1' live-steam pressure to the valve, and the vent may be through the bore of the pistonm, with the chamber at the end of said piston for the dash-pot.

The construction of the reducing-valve of Fig. 2 is practically the same as in Fig. 1, except that instead of the dash-pot being arranged at the inner end o1' the valve the dashpot chamber g is provided at the outer end of the valve-case anda piston g2 is attached 'to the outer end of the valve for coaction with said chamber. This dash-pot may be Vvented at Q and s or not, as desired.

The construction of Fig. 3 is the same as in Fig. 1 with the dash-pot g omitted and a stop t substituted to limit the opening movement of the valve, the dash-pot chamber at the rear end of the valve and at the piston being relied on to cushion the valve.

In Fig. 4 a dash-pot g3 is provided for the valve near its outer end with piston extension u of the valve into a bore o of the cover for 'application of live steam from the three-way cock for increasing pressure in the low-pressure cylinder.

In Fig. 5 the piston extension o of the reducing-valve reaches through the end of the valve-casing and has cup attachments w on the end fitted to the exterior of the open end of the valve-case for a dash-pot, and live steam from the three-way cock is admitted through pipe o to the space m between the@ shoulder e of the valve for application of live-v steam pressure to increase the pressure in the low-pressure cylinder in emergency cases.

It will be seen that all these modications are obvious variations of details of construction within the scope of my invention.

In the application of my invention to a threecylinder compound engine-say one highpound engine, in which 11 represents the highpressure cylinder and 12 the low-pressure cylinders, 13 the high-pressure piston-valve, and 14 the low-pressure valve, said valves being also in tandem order and in the receiver 15, which is also the valve-case. Live steam from the boiler is admitted at 16 to the exterior annular space 17, surrounding valve 14, from which it passes into the cylinder on opposite sides of the piston 18 alternately through the ports 19, said ports being arranged to cross each other for receiving the steam from between the ends of the valve and exhausting it at the ends thereof, while the ports 2O of the low-pressure valve are direct for admitting the steam from theends of the valve and exhausting it at 21 between said ends, whereby, together with the hollow construction of both valves, the valve-case may be utilized for the receiver. Into one end of this receiver I connect the reducing-valve, as at the right-hand of Fig. 8, said valve being in this case constructed inthe form of Fig. 2; but it may be constructed in any other equivalent form.

What I claim as my invention is- 1. In a compound or multiple-expansion engine, the combination with the high and low pressure cylinders, receiver between said cylinders, live-steam inlet to said receiver and a reducing-valve therein normally open to live steam and automatically controlling said inlet, of an auxiliary or reinforcing impelling part of said reducing-valve, and a subsidiary fluidpressure inlet to said part subject to the control of the operator, to increase the opening of the reducing-valve and the admission to the receiver thereby, at the will of the operator.

2. In a compound or multiple-expansion engine, the combination with the high and low pressure cylinders, receiver between said cylinders, live-steam inlet to said receiver and a reducing-valve therein normally open to live steam and automatically controlling said inlet, of an auxiliary vor reinforcing impelling part of said reducing-valve and a subsidiary iuidpressure inlet to said part subject to the control of the operator by a three-way cock in the cab, to increase the opening of the reducing-valve and the admission to the receiver thereby, at the will of the operator.

CARL J. MELLIN. Witnesses: f

C. SEDGWICK, J. M. HOWARD.

IOO

IIO

Signed at New York this 26th day of May,

Disclaimer in Letters Patent No. 756,673.

DISCLAIMER.

756,673.Carl J. Mellin, Richmond, Va. COMPOUND ENGINE. Patent dated April 5,

1904. Disclaimer filed March 18, 1905, by the patentee.

Enters his disclaimer- To that part of the specification which consists of the Word further, being the first Word in the third line of page 2 of the amendment dated October 14,1902. (Line 1, page 2, of the printed specification.)

Also to those parts of the claims consisting of the Words opening of the reducingvalve and the in the second and third lines from the bottoms of claims 1` and 2, as amended July 14, 1903. (Lines 101-102 and 114-115, page 2, of the printed specication.)-[ Ocial Gazette, March 28, 1905.] 

